Modelling of chloride transport in non-saturated concrete : from microscale to macroscale

A model for chloride transport in concrete is proposed. The model accounts for transport several transport mechanisms such as diffusion, advection, migration, etc. This work shows the chloride transport equations at the macroscopic scale in non-saturated concrete. The equations involve diffusion, migration, capillary suction, chloride combination and precipitation mechanisms. The material is assumed to be infinitely rigid, though the porosity can change under influence of chloride binding and precipitation. The involved microscopic and macroscopic properties of the materials are measured by standardized methods. The variables which must be imposed on the boundaries are temperature, relative humidity and chloride concentration. The output data of the model are the free, bound, precipitated and total chloride ion concentrations, as well as the pore solution content and the porosity. The proposed equations are solved by means of the finite element method (FEM) implemented in MATLAB (classical Galerkin formulation and the streamline upwind Petrov-Galerkin (SUPG) method to avoid spatial instabilities for advection dominated flows).

A general framework to testing the effect of transport policy measures to achieve a modal shift: a sequental hybrid model

In order to achieve to minimize car-based trips, transport planners have been particularly interested in understanding the factors that explain modal choices. In the transport modelling literature there has been an increasing awareness that socioeconomic attributes and quantitative variables are not sufficient to characterize travelers and forecast their travel behavior. Recent studies have also recognized that users? social interactions and land use patterns influence travel behavior, especially when changes to transport systems are introduced, but links between international and Spanish perspectives are rarely deal. In this paper, factorial and path analyses through a Multiple-Indicator Multiple-Cause (MIMIC) model are used to understand and describe the relationship between the different psychological and environmental constructs with social influence and socioeconomic variables. The MIMIC model generates Latent Variables (LVs) to be incorporated sequentially into Discrete Choice Models (DCM) where the levels of service and cost attributes of travel modes are also included directly to measure the effect of the transport policies that have been introduced in Madrid during the last three years in the context of the economic crisis. The data used for this paper are collected from a two panel smartphone-based survey (n=255 and 190 respondents, respectively) of Madrid.

Methodologies to measure and to manage the decarbonisation of road transport: the case of Spain

El sector del transporte por carretera es uno de los principales contribuyentes de consumo de combustible y emisiones de España. Por lo tanto, la evaluación de los impactos ambientales del tráfico rodado es esencial para los programas de mitigación del cambio climático y la eficiencia energética. Sin embargo, uno de los retos en la planificación del transporte y el diseño de políticas consiste en la aplicación de metodologías de evaluación de emisiones consistentes, el diseño de estrategias y la evaluación de su eficacia. Las metodologías existentes de evaluación de las emisiones del transporte por carretera, utilizan diferentes niveles de análisis y períodos. Sin embargo, estos análisis son puntuales y no existe una continuidad en el análisis de diferentes estrategias o políticas. Esta tesis doctoral proporciona conocimientos y herramientas para el análisis de las políticas destinadas a reducir las emisiones de tráfico, tomando España como caso de estudio. La investigación se estructura en dos partes: i) el desarrollo y aplicación de metodologías para el análisis de factores y políticas que contribuyen en la evolución de las emisiones GEI del transporte por carretera en España; desde una perspectiva nacional; y ii) el desarrollo y aplicación de un marco metodológico para estimar las emisiones del tráfico interurbano y de evaluar estrategias centradas en la operación del tráfico y en la infraestructura. En resumen, esta tesis demuestra la idoneidad de utilizar diferentes herramientas para analizar las emisiones de tráfico desde diferentes puntos de vista. Desde el diseño de políticas de mitigación y eficiencia energética a nivel nacional, a estrategias centradas en la operación del tráfico interurbano y la infraestructura. Road transport is one of the major contributors to fuel consumption and emissions in Spain. Consequently, assessing the environmental impacts of road traffic is essential for climate change mitigation and energy efficiency programs. However, one of the key challenges of policy makers and transport planners consists of implementing consistent assessment emissions methodologies, applying mitigation strategies, and knowing their effectiveness. Current state-of-the-art emissions assessment methodologies estimate emissions from different levels and periods, using different approaches. Nevertheless, these studies are timely and they usually take different methodologies for analysing different strategies or policies, regardless of the assessment as a whole. This doctoral thesis provides knowledge and methodologies for analysing policies designed to reduce road traffic emissions, using the case study of Spain. The research procedure consists of two main scopes: i) the development and application of methodologies for analysing key factors and policies driving the GHG emissions of road transport in Spain; from a national perspective; and ii) the development and application of a road traffic emissions model for assessing operational and infrastructure strategies of the interurban road network at segment level. In summary, this thesis demonstrates the appropriateness to use different tools to analyse road traffic emissions at different levels: from appropriate nationwide mitigation and energy efficiency policies, to strategies focused on the operation of interurban traffic and infrastructure.

An introduction to flow and transport in fractal models of porous media: Part I

This special issue gathers together a number of recent papers on fractal geometry and its applications to the modeling of flow and transport in porous media. The aim is to provide a systematic approach for analyzing the statics and dynamics of fluids in fractal porous media by means of theory, modeling and experimentation. The topics covered include lacunarity analyses of multifractal and natural grayscale patterns, random packing's of self-similar pore/particle size distributions, Darcian and non-Darcian hydraulic flows, diffusion within fractals, models for the permeability and thermal conductivity of fractal porous media and hydrophobicity and surface erosion properties of fractal structures.

A methodology to compute emission projections from road transport (EmiTRANS)

Atmospheric emissions from road transport have increased all around the world during the last decades more rapidly than from other pollution sources. For instance, they contribute to more than 25% of total CO, CO2, NOx, and fine particle emissions in most of the European countries. This situation shows the importance of road transport when complying with emission ceilings and air quality standards applied to these pollutants. This paper presents a modelling system to perform atmospheric emission projections (simultaneously both air quality pollutants and greenhouse gases) from road transport including the development of a tailored software tool (EmiTRANS) as a planning tool. The methodology has been developed with two purposes: 1) to obtain outputs used as inputs to the COPERT4 software to calculate emission projections and 2) to summarize outputs for policy making evaluating the effect of emission abatement measures for a vehicle fleet. This methodology has been applied to the calculation of emission projections in Spain up to 2020 under several scenarios, including a sensitivity analysis useful for a better interpretation and confidence building on the results. This case study demonstrates the EmiTRANS applicability to a country, and points out the need for combining both technical and non-technical measures (such as behavioural changes or demand management) to reduce emissions, indirectly improving air quality and contributing to mitigate climate change.

An integrated modeling approach to assess the impact on road freight transport demand of allowing longer and heavier vehicles (LHVs) in Spain

The assessment on introducing Longer and Heavier Vehicles (LHVs) on the road freight transport demand is performed in this paper by applying an integrated modeling approach composed of a Random Utility-Based Multiregional Input-Output model (RUBMRIO) and a road transport network model. The approach strongly supports the concept that changes in transport costs derived from the LHVs allowance as well as the economic structure of regions have both direct and indirect effects on the road freight transport system. In addition, we estimate the magnitude and extent of demand changes in the road freight transportation system by using the commodity-based structure of the approach to identify the effect on traffic flows and on pollutant emissions over the whole network of Spain by considering a sensitivity analysis of the main parameters which determine the share of Heavy-Goods Vehicles (HGVs) and LHVs. The results show that the introduction of LHVs will strengthen the competitiveness of the road haulage sector by reducing costs, emissions, and the total freight vehicles required.

Assessment methodology to make urban transport interchanges attractive for users

En las ciudades europeas, los patrones de movilidad son cada vez más complejos debido fundamentalmente a un crecimiento sostenido de la población así como a la tendencia de dispersión de los núcleos urbanos. En consecuencia, muchos de los usuarios del transporte público se ven obligados a combinar varios modos o servicios de transporte para completar sus viajes diarios. Por tanto, el mayor reto de las ciudades es conseguir una mejora e incremento en la movilidad mientras que al mismo tiempo se reducen problemas como la congestión, los accidentes y la contaminación (COM, 2006). Un principio básico para lograr una movilidad sostenible es reducir los inconvenientes y molestias derivados de la transferencia o ruptura del viaje. En este sentido, los intercambiadores de transporte público juegan un papel fundamental como nodos de la red urbana de transporte y la calidad del servicio prestado en ellos tiene una influencia directa sobre la experiencia diaria de los viajeros. Como señaló Terzis and Last (2002), un intercambiador de transportes urbano eficiente debe ser competitivo y al mismo tiempo, debe ser atractivo para los usuarios dado que sus experiencias físicas y sus reacciones psicológicas se ven influenciadas de manera significativa por el diseño y operación del intercambiador. Sin embargo, todavía no existen standards o normativas a nivel europeo que especifiquen como deberían ser estos intercambiadores. Esta tesis doctoral proporciona conocimientos y herramientas de análisis dirigidas a planificadores y gestores de los propios intercambiadores con el fin de entender mejor el funcionamiento de los intercambiadores y gestionar así los recursos disponibles. Así mismo, esta tesis identifica los factores clave en el diseño y operación de intercambiadores urbanos de transporte y proporciona algunas guías generales de planificación en base a ellos. Dado que las percepciones de los usuarios son particularmente importantes para definir políticas adecuadas para intercambiadores, se diseñó y se llevó a cabo en 2013 una encuesta de satisfacción al viajero en tres intercambiadores de transporte urbano europeos: Moncloa (Madrid, España), Kamppi (Helsinki, Finlandia) e Ilford Railway Station ( Londres, Reino Unido). En resumen, esta tesis pone de relieve la naturaleza ambivalente de los intercambiadores urbanos de transporte, es decir, como nodos de la red de transporte y como lugares en sí mismos donde los usuarios pasan tiempo dentro de ellos y propone algunas recomendaciones para hacer más atractivos los intercambiadores a los usuarios. Travel patterns in European urban areas are becoming increasingly complex due to a sustained increase in the urban population and the trend towards urban sprawl. Consequently, many public transport users need to combine several modes or transport services to complete their daily trips. Therefore, the challenge facing all major cities is how to increase mobility while at the same time reducing congestion, accididents and pollution (COM, 2006). Reducing the inconvenience inherent in transferring between modes is a basic principle for achieving sustainable mobility. In this regard, transport interchanges play a key role as urban transport network nodes, and the quality of the service provided in them has a direct influence on travellers' daily experience. As noted by Terzis and Last (2000), an efficient urban transport interchange must be competitive and, at the same time, be attractive for users given that their physical experiences and psychological reactions are significantly influenced by the design and operation of the interchange. However, yet there are no standards or regulations specifying the form these interchanges should take in Europe. This doctoral thesis provides knowledge and analysis tools addressed to developers and managers in order to understand better the performance of an urban transport interchange and manage the available resources properly. Likewise, key factors of the design and operation of urban transport interchanges are identified and some 'Planning guidelines' are proposed on the basis on them. Since the users' perceptions of their experience are particularly important for achieving the most appropriate policy measures for interchanges, an ad‐hoc travellers' satisfaction survey was designed and carried out in 2013 at three European transport interchanges: Moncloa (Madrid, Spain), Kamppi (Helsinki, Finland) and Ilford Railway Station (London, United Kingdom) In summary, this thesis highlights the ambivalent nature of the urban transport interchanges, i.e. as nodes within the transport network and as places where users spending time and proposes some policy recommendations in order to make urban transport interchanges attractive for users.

New QR Survey Methodologies to Analyze User Perception of Service Quality in Public Transport: The Experience of Madrid

Customer Satisfaction Surveys (CSS) have become an important tool for public transport planners, as improvements in the perceived quality of service lead to greater use of public transport and lower traffic pollution. Until now, Intelligent Transportation System (ITS) enhancements in public transport have traditionally included fleet management systems based on Automatic Vehicle Location (AVL) technologies, which can be used to optimize routing and scheduling, and to feed real-time information into passenger information channels. However, surveys of public transport users could also benefit from the new information technologies. As most customers carry their smartphones when traveling, Quick Response (QR) codes open up the possibility of conducting these surveys at a lower cost.This paper contributes to the limited existing literature by developing the analysis of QR codes applied to CSS in public transport and highlighting their importance in reducing the cost of data collection and processing. The added value of this research is that it provides the first assessment of a real case study in Madrid (Spain) using QR codes for this purpose. This pilot experience was part of a research project analyzing bus service quality in the same case study, so the QR code survey (155 valid questionnaires) was validated using a conventional face-to-face survey (520 valid questionnaires). The results show clearly that, after overcoming a few teething troubles, this QR code application will ultimately provide transport management with a useful tool to reduce survey costs

Understanding how to reduce road transport emissions : modelling the impact of eco-driving

Entre los problemas medioambientales más trascendentales para la sociedad, se encuentra el del cambio climático así como el de la calidad del aire en nuestras áreas metropolitanas. El transporte por carretera es uno de los principales causantes, y como tal, las administraciones públicas se enfrentan a estos problemas desde varios ángulos: Cambios a modos de transporte más limpios, nuevas tecnologías y combustibles en los vehículos, gestión de la demanda y el uso de tecnologías de la información y la comunicación (ICT) aplicadas al transporte. En esta tesis doctoral se plantea como primer objetivo el profundizar en la comprensión de cómo ciertas medidas ICT afectan al tráfico, las emisiones y la propia dinámica de los vehículos. El estudio se basa en una campaña de recogida de datos con vehículos flotantes para evaluar los impactos de cuatro medidas concretas: Control de velocidad por tramo, límites variables de velocidad, limitador de velocidad (control de crucero) y conducción eficiente (eco‐driving). Como segundo objetivo, el estudio se centra en la conducción eficiente, ya que es una de las medidas que más ahorros de combustible presenta a nivel individual. Aunque estas reducciones están suficientemente documentadas en la literatura, muy pocos estudios se centran en estudiar el efecto que los conductores eficientes pueden tener en el flujo de tráfico, y cuál sería el impacto si se fuera aumentando el porcentaje de este tipo de conductores. A través de una herramienta de microsimulación de tráfico, se han construido cuatro modelos de vías urbanas que se corresponden con una autopista urbana, una arteria, un colector y una vía local. Gracias a los datos recogidos en la campaña de vehículos flotantes, se ha calibrado el modelo, tanto el escenario base como el ajuste de parámetros de conducción para simular la conducción eficiente. En total se han simulado 72 escenarios, variando el tipo de vía, la demanda de tráfico y el porcentaje de conductores eficientes. A continuación se han calculado las emisiones de CO2 and NOx mediante un modelo de emisiones a nivel microscópico. Los resultados muestran que en escenarios con alto porcentaje de conductores eficientes y altas demandas de tráfico las emisiones aumentan. Esto se debe a que las mayores distancias de seguridad y las aceleraciones y frenadas suaves hacen que aumente la congestión, produciendo así mayores emisiones a nivel global. Climate change and the reduced air quality in our metropolitan areas are two of the main environmental problems that the society is addressing currently. Being road transportation one of the main contributors, public administrations are facing these problems from different points of view: shift to cleaner modes, new fuels and vehicle technologies, demand management and the use of information and communication technologies (ICT) applied to transportation. The first objective of this thesis is to understand how certain ICT measures affect traffic, emissions and vehicle dynamics. The study is based on a data collection campaign with floating vehicles to evaluate the impact of four specific measures: section speed control, variable speed limits, cruise control and eco‐driving. The second objective of the study focuses on eco‐driving, as it is one of the measures that present the largest fuel savings at an individual level. Although these savings are well documented in the literature, few studies focus on how ecodrivers affect the surrounding vehicles and the traffic, and what would be the impact in case of different eco‐drivers percentage. Using a traffic micro‐simulation tool, four models in urban context have been built, corresponding to urban motorway, urban arterial, urban collector and a local street. Both the base‐case and the parameters setting to simulate eco‐driving have been calibrated with the data collected through floating vehicles. In total 72 scenarios were simulated, varying the type of road, traffic demand and the percentage of eco‐drivers. Then, the CO2 and NOx emissions have been estimated through the use of an emission model at microscopic level. The results show that in scenarios with high percentage of co‐drivers and high traffic demand the emissions rise. Higher headways and smooth acceleration and decelerations increase congestion, producing higher emissions globally.

Na,K-ATPase transport from endoplasmic reticulum to Golgi requires the Golgi spectrin–ankyrin G119 skeleton in Madin Darby canine kidney cells

Spectrin (βIΣ∗) and ankyrin (AnkG119) associate with Golgi membranes and the dynactin complex, but their role in vesicle trafficking remains uncertain. We find that the actin-binding domain and membrane-association domain 1 (MAD1) of βI spectrin together form a constitutive Golgi targeting signal in transfected MDCK cells. Expression of this signal in transfected cells disrupts the endogenous Golgi spectrin skeleton and blocks transport of α- and β-Na,K-ATPase and vesicular stomatitis virus-G protein from the endoplasmic reticulum (ER) but does not disrupt the formation of Golgi stacks, the distribution of β-COP, or the transport and surface display of E-cadherin. The Golgi spectrin skeleton is thus required for the transport of a subset of membrane proteins from the ER to the Golgi. We postulate that together with polyfunctional adapter proteins such as AnkG119, Golgi spectrin forms a docking complex that acts prior to the cis-Golgi, presumably with vesicular–tubular clusters (VTCs or ERGIC), to sequester specific membrane proteins into vesicles transiting between the ER and Golgi, and subsequently (probably involving other isoforms of spectrin and ankyrin) to mediate cargo transport within the Golgi and to other membrane compartments. We hypothesize that this vesicular spectrin–ankyrin adapter-protein trafficking (or tethering) system (SAATS) mediates the capture and transport of many membrane proteins and acts in conjunction with vesicle-targeting molecules to effect the efficient transport of cargo proteins.

Protein kinase A activity is required for the budding of constitutive transport vesicles from the trans-Golgi network

We have examined the role played by protein kinase A (PKA) in vesicle-mediated protein transport from the trans-Golgi network (TGN) to the cell surface. In vivo this transport step was inhibited by inhibitors of PKA catalytic subunits (C-PKA) such as the compound known as H89 and a myristoylated form of the inhibitory peptide sequence contained in the thermostable PKA inhibitor. Inhibition by H89 occurred at an early stage during the transfer of vesicular stomatitis virus G glycoprotein from the TGN to the cell surface. Reversal from this inhibition correlated with a transient increase in the number of free coated vesicles in the Golgi area. Vesicle budding from the TGN was studied in vitro using vesicular stomatitis virus-infected, permeabilized cells. Addition to this assay of C-PKA stimulated vesicle release while it was suppressed by PKA inhibitory peptide, H89, and antibody against C-PKA. Furthermore, vesicle release was decreased when PKA-depleted cytosol was used and restored by addition of C-PKA. These results indicate a regulatory role for PKA activity in the production of constitutive transport vesicles from the TGN.

Chs6p-dependent Anterograde Transport of Chs3p from the Chitosome to the Plasma Membrane in Saccharomyces cerevisiae

Chitin synthase III (CSIII), an enzyme required to form a chitin ring in the nascent division septum of Saccharomyces cerevisiae, may be transported to the cell surface in a regulated manner. Chs3p, the catalytic subunit of CSIII, requires the product of CHS6 to be transported to or activated at the cell surface. We find that chs6Δ strains have morphological abnormalities similar to those of chs3 mutants. Subcellular fractionation and indirect immunofluorescence indicate that Chs3p distribution is altered in chs6 mutant cells. Order-of-function experiments using end4–1 (endocytosis-defective) and chs6 mutants indicate that Chs6p is required for anterograde transport of Chs3p from an internal endosome-like membrane compartment, the chitosome, to the plasma membrane. As a result, chs6 strains accumulate Chs3p in chitosomes. Chs1p, a distinct chitin synthase that acts during or after cell separation, is transported normally in chs6 mutants, suggesting that Chs1p and Chs3p are independently packaged during protein transport through the late secretory pathway.

Mapmodulin, Cytoplasmic Dynein, and Microtubules Enhance the Transport of Mannose 6-Phosphate Receptors from Endosomes to the Trans-Golgi Network

Late endosomes and the Golgi complex maintain their cellular localizations by virtue of interactions with the microtubule-based cytoskeleton. We study the transport of mannose 6-phosphate receptors from late endosomes to the trans-Golgi network in vitro. We show here that this process is facilitated by microtubules and the microtubule-based motor cytoplasmic dynein; transport is inhibited by excess recombinant dynamitin or purified microtubule-associated proteins. Mapmodulin, a protein that interacts with the microtubule-associated proteins MAP2, MAP4, and tau, stimulates the microtubule- and dynein-dependent localization of Golgi complexes in semi-intact Chinese hamster ovary cells. The present study shows that mapmodulin also stimulates the initial rate with which mannose 6-phosphate receptors are transported from late endosomes to the trans-Golgi network in vitro. These findings represent the first indication that mapmodulin can stimulate a vesicle transport process, and they support a model in which the microtubule-based cytoskeleton enhances the efficiency of vesicle transport between membrane-bound compartments in mammalian cells.

The Plant Vesicle-associated SNARE AtVTI1a Likely Mediates Vesicle Transport from the Trans-Golgi Network to the Prevacuolar Compartment

Membrane traffic in eukaryotic cells relies on recognition between v-SNAREs on transport vesicles and t-SNAREs on target membranes. Here we report the identification of AtVTI1a and AtVTI1b, two Arabidopsis homologues of the yeast v-SNARE Vti1p, which is required for multiple transport steps in yeast. AtVTI1a and AtVTI1b share 60% amino acid identity with one another and are 32 and 30% identical to the yeast protein, respectively. By suppressing defects found in specific strains of yeast vti1 temperature-sensitive mutants, we show that AtVTI1a can substitute for Vti1p in Golgi-to-prevacuolar compartment (PVC) transport, whereas AtVTI1b substitutes in two alternative pathways: the vacuolar import of alkaline phosphatase and the so-called cytosol-to-vacuole pathway used by aminopeptidase I. Both AtVTI1a and AtVTI1b are expressed in all major organs of Arabidopsis. Using subcellular fractionation and immunoelectron microscopy, we show that AtVTI1a colocalizes with the putative vacuolar cargo receptor AtELP on the trans-Golgi network and the PVC. AtVTI1a also colocalizes with the t-SNARE AtPEP12p to the PVC. In addition, AtVTI1a and AtPEP12p can be coimmunoprecipitated from plant cell extracts. We propose that AtVTI1a functions as a v-SNARE responsible for targeting AtELP-containing vesicles from the trans-Golgi network to the PVC, and that AtVTI1b is involved in a different membrane transport process.

Actin Filaments and Microtubules are Involved in Different Membrane Traffic Pathways That Transport Sphingolipids to the Apical Surface of Polarized HepG2 Cells

In polarized HepG2 hepatoma cells, sphingolipids are transported to the apical, bile canalicular membrane by two different transport routes, as revealed with fluorescently tagged sphingolipid analogs. One route involves direct, transcytosis-independent transport of Golgi-derived glucosylceramide and sphingomyelin, whereas the other involves basolateral to apical transcytosis of both sphingolipids. We show that these distinct routes display a different sensitivity toward nocodazole and cytochalasin D, implying a specific transport dependence on either microtubules or actin filaments, respectively. Thus, nocodazole strongly inhibited the direct route, whereas sphingolipid transport by transcytosis was hardly affected. Moreover, nocodazole blocked “hyperpolarization,” i.e., the enlargement of the apical membrane surface, which is induced by treating cells with dibutyryl-cAMP. By contrast, the transcytotic route but not the direct route was inhibited by cytochalasin D. The actin-dependent step during transcytotic lipid transport probably occurs at an early endocytic event at the basolateral plasma membrane, because total lipid uptake and fluid phase endocytosis of horseradish peroxidase from this membrane were inhibited by cytochalasin D as well. In summary, the results show that the two sphingolipid transport pathways to the apical membrane must have a different requirement for cytoskeletal elements.